Apparatus for controlling slip of vehicle wheels



G. K. NEWELL June 20, 1950 APPARATUS FOR CONTROLLING SLIP OF VEHICLE 2 Sheets-Sheet 1 GorK Newe w my on L Y v M a v L2 3 21 5 L QCOL Filed May 8, 1945 q. v nroxun Patented June 20, 1950 APPARATUS FOR CONTROLEING SLIP OF VEHICLE EELS George K. Newell, nearPitcairn, Pa, assignor to The Westinghouse Air Brake Company, Wilmerding, Pa, a corporation of Pennsylvania Application May 8, 1945, Serial No. 592,700

34 Claims.

This invention relates to apparatus for con-- ployed herein in connection with vehicle wheels,

refers to rotation of the wheels at a speed greater or less than a speed corresponding to actual speed of vehicle travel at a given instant. For convenience in distinguishing between a wheel slip condition occurring due to excessive braking power and one occurring due to excessive propulsion power, the slipping condition of the driver wheels of a vehicle induced by excessive propulsion power may sometimes be referred to hereinafter as a spin" or a "spinning condition." It will be understood, however, that the term slipping condition and its variants may be employed hereinafter, particularly in the claims, interchangeably with the term spinning condition" and its variants.

For purposes of illustration, my invention is disclosed herein in connection with a pneumatic brake and throttle control apparatus for a locomotive of the steam turbine driven type, although it is applicable to any type of propulsion or brake control, either of the electrical or mechanical type, applied to steam driven locomotives of the reciprocating type, locomotives of the Diesel-- electric type or locomotives of the purely electrical type. Essentially, the apparatus comprising my present invention includes propulsion power control means operative to cut oil propulsion power to the driver wheels of the locomotive, brake control means for efiecting an application ofrthe brakes on the driver wheels, sanding control means, and means responsive to the:

slipping of the .driver wheels of the locomotive during propulsion for efiecting concurrent operation of the propulsion power control means, the brake control means and the sanding means so as to automatically cut oif propulsion power, effect a brake application on the driver wheels, and effect sanding of the rails ,whenever spinning of the wheels during propulsion is initiated. By reason of the high speed operation of the rotor element of the steam driven tunbines on turbine driven locomotives the problem of spinning of the driver wheels is accentuated due to the high momentum or kinetic energy developed in the rotor of the turbine. My invention is therefore uusigned not only to cut oil the propulsion power but to eflect a brake application on the driver wheels and a sanding operation as well, in order to more effectively and rapidly terminate the spinning condition.

According to my inventiom-I further provide in combination with the previously described control apparatus, brake control means operative during a brake application to effect a reduction in the degree of a brake application, and means automatically conditioned in response to a brake application for rendering the wheel slip detecting means operative to control the brake control means. In other words, I provide a single wheel slip detecting means operative alternatively to control propulsion control means or brake control means. The arrangement is, furthermore. such that operation of the wheel slip detecting means during a brake application is eifective to cause a. sanding operation for the duration of the slipping period.

My invention further comprises apparatus associating the wheel slip detecting means with a pneumatic type of throttle control for steam turbine driven locomotives, including separate forward direction and reverse direction throttle controls. whereby protection against the spinning of the driver wheels is afforded for either the forward or the reverse direction of travel of the loco. motive.

It is accordingly an object of my present invention to provide apparatus for automatically controlling the application of propulsion power and of the brakes to the driver wheels of a vehicle in a manner to rapidly terminate a slipping condition, induced .by excessive propulsion power or excessive braking power, whenever the slipping condition occurs.

It is another object of my invention to provide apparatus of the character indicated in the foregoing object and characterized further by means rendering a single wheel slip detecting means operative to reduce propulsion power or the degree of application of the brakes in a manner to terminate slipping of the wheels during either propulsion or during a brake application. f

It is another object of my invention to provide apparatus for automatically eilecting a brake applicatlon on the driver wheels of a vehicle and/or a sanding operation whenever spinning thereof occurs during propulsion for the purpose of assisting in more efiectively and rapidly terminating the spinning condition.

It is another object of my invention to provide not apparatus for automatically reducing a degree of a brake application and effecting a sanding op-- eration for the purpose of rapidly terminating the slipping condition of wheels during a brake application.

It is another object of my invention to provide in combination with a pneumatic brake and throttle control apparatus, means responsive to the slipping of the driver wheels during propulsion or during a brake application for pneumatically controlling the application of power and the application of the brakes to the driver wheels in a manner to rapidly terminate the slipping condition.

The above objects, and other objects of my invention which will be made apparent hereinafter, are attained by means of an embodiment of my invention subsequently to be described and shown in the accompanvina drawings wherein Figures 1 and 2, taken together, show the complete equipment.

Description In the drawings:

Figures 1 and 2, taken together, show the complete apparatus.

My invention is disclosed in Figures 1 and 2 in connection with a pneumatic type of throttle control apparatus employed on the latest type of turbine-driven locomotive but it will be understood that it is applicable and adaptable to other types of propulsion power or throttle control for locomotives of the reciprocating steam typ of the Diesel-electric type, or of the purely electric typ For simplicity I have shown in the accompanying drawings only so much of the pneumatic throttle control equipment as is necessary for a comprehension of the principles of my invention. For a detailed description and disclosure of a complete pneumatic throttle control equipment for locomotives of the turbine-driven typ reference may be had to the copending application,

Serial No. 550,691, now Patent No. 2,501,729 of March 28, 1950, of Harry C. May, filed August 23, 194i and assigned to the assignee of the present applicaton.

Briefly, turbine-driven locomotives of the type mentioned have a main or forward direction turbine and an auxiliary or reverse direction turbine for driving the driver wheels of the locomotive in a forward and a reverse direction respectively. The forward direction turbine is directly coupled to one or more pairs of driver wheels through a suitable speed reduction gear mechanism. The reverse direction turbine is adapted to be rendered operative to .drive the driver wheels automatically eflects engagement of the clutch to connect the reverse direction turbine to the driver wheels. Suitable protective apparatus is provided for preventing the movement of the throttle controller handle from a position in the Z-slot, corresponding to forward throttle control, to a position corresponding to reverse throttle control unless the driver wheels are stopped;

Suitable apparatus is also provided for effecting automatic closure of the throttle valves controlhave omitted a number of details of the pneuby means of a suitable clutch device which is Y automatically controlled by movement of a manually operated throttle controller. An additional speed reduction gear mechanism functions during operation of the reverse turbine to eflect a lower speed for reverse operation than for forward operation. The manual throttle controller comprises a controller handle which is shiftable in a Z-slot formed in the casing of the controller transversely through a transverse portion of the slot to one or the other of the longitudinally extending portions of the Z-slot and then shiftable longitudinally away from the centrally located transverse slot into one or the other of the longitudinal portions to effect the forward throttle control or the reverse throttle control for supplying steam to the forward or reverse turbinesselectively. Movement of the controller handle' into the reverse throttle portion of the z-slot matic throttle control equipment, it is intended that the complete equipment be employed.

Referring tothe drawings, the essential devices of the pneumatic throttle control equipment shown are the manually operated throttle controller ll, hereinafter referred to simply as the controller, a forward direction throttle actuator l2, and a reverse direction throttle actuator it. The controller H is shown only n a plan view and the two actuators l2 and it are shown in outline form with only a portion in section since reference may be had to the cupending application, Serial No. 550,691, referred to above for details of construction and operation of these devices.

According to my invention, the equipment shown in the drawing further comprises a wheel slip detecting device or whr e1 slip controller ll, a throttle vent valve IS, a brake vent valve it, a transfer valve l'l cc iitioned automatically depending upon wheth or not a brake application is or is not in effect for rendering the brake vent valve and throttle vent valve alternatively controllable by the whee slip controller, a brake and sanding control valve l8, a sanding relay valve i9 hereinafter referred to as the sanding'valve, two selector valves 20 and 2i of identical construction, two cut-out cocks 22 and 23 of identical construction associated respectively with the forward throttle actuator i2 and the reverse throttle actuator l3, and two one-way or check valves 24 and 25, in parallel relation to the cut-out cocks '22 and 23, respectively.

Also shown in the drawings is a fluid pressure brake system including a brake cylinder 20 for applyin or releasing the brakes on one or more pairs of driver wheels (not shown) of the locomotive according to the pressure of fluid established therein, and apparatus under the control of the operator or engineer of the locomotive for controlling the supply of fluid under pressure to and the release of fluid under pressure from the brake cylinder, the latter apparatus being exemplifled by a self-lapping brake valve 21 and a normally uncharged control pipe 28 the pressure in which is controlled by the brake valve to determine the degree of application of the brakes desired on the locomotive or train. The source of fluid pressure supph both for pneumatic throttle control and brake control purposes is shown as a reservoir 29 from which fluid under pressure is supplied through a feed valve device '30 to a so-called supp y pipe 3i.

Various other devices are also included in the equipment and will be described as the description of the equipment progresses.

Considering the parts of the equipment in.

greater detail, only a plan view of the controller reverse throttle zone. Closed position and Reverse Full Throttle" of the controller ii, depending upon the position of the controller handle Ila. Thus, in the l 'orward Turbine Engaged position of the controller handle Ila, in which it is shown. the controller Ii is operative to supply fluid under pressure to a pipe as, hereinafter designated the forward one longitudinally extending portion of the Z-slot which constitutes the forward throttle control zone. When the controller handle lid is shifted a certain initial amount away from the Forward Turbine Engaged position in the forward throttle zone it reaches a so-called Forward Throttle Closed" position. The outer extremity of the forward throttle zone is designated Forward Full Throttle position.

Similarly the left-hand end of the transverse portion of the Z-slot is designated "Reverse Turbine Engaged" position and movement of the controller handle in the longitudinal portion of the Z-slot in'alignment with this position is in the A Reverse Throttle tical in construction and operation. Since refer-' ence may be had to the copending application, Serial No. 550,691 to Harry C. May mentioned above for details of construction, these actuators are shown in outline form with only a portion in section. Briefly, each of the actuators l2 and i 3 comprises a piston portion 34 and a self-lapping control valve portion 35 for controlling the supply of fluid under pressure to and the release of fluid under pressure from a pressurechamber 34a at one side of a piston 34b in the piston portion 34 theposition of the cut-out cock 22 to a pipe 4|! I in accordance with the pressure of fluid supplied to the control valve portion 35. The piston 341) has a stem 36 which operates slidably in a packing seal, a release spring 33a being provided for yieldingly resisting the movement of the piston 34b in response to the pressure of fluid supplied to the pressure chamber 34a and for yieldingly urging the piston back toward a normal or inner position in which it is shown.

A lever 31, pivoted at one end on a bracket 33 attached to the casing of valve portion 35 and having a clevis at the opposite end engaging in I an annular groove on the piston stem 36, causes a lapping operation of the self-lapping valve mechanism of the -valve portion 35 when the piston 34!) and its stem 35 move outwardly in the left-hand direction an amount corresponding to the degree of pressure supplied to the pressure,

Fluid under pressure is supplied selectively to throttle pipe at a pressure between six and eight pounds per square inch, which as will be hereinafter described in greater detail will be supplied directly or indirectly to a pipe connected to the forward throttle actuator l3, depending upon connected to the forward throttle actuator l2. Fluid under pressure from the pipe 40 is conducted to the control valve portion 35 of the actuator i2 but no actual operation occurs in response to such pressure.

Atthe same time, the controller Ii is operative to supply fluid at the pressure in the supply pipe 3| to a pipe 4| which acts on the valve element of the double check valve 42 to establish communication between the pipe 4| and a pipe 43' leading to the forward throttle actuator l2. Fluid under pressure from the pipe 43 is supplied to the chamber on the spring side of the piston in the piston portion 34 of the actuator and also to 'a release insuring valve device, not shown, which inafter designated the forward release pipe, and

consequently from the chamber at the spring side of the piston 34b of the actuator I! as well as from the release insuring valve device. Such venting of fluid under pressure from the chamber at the spring side of the actuator piston 34b as well as from the release insuring valve device conditions the actuator to be actuated in response to the supply of fluid under pressure to the pressure chamber 340. associated with the piston of the actuator. At the same time, the controller is so constituted as to effect an increase of the pressure supplied through the forward throttle pipe 39 to the control valve portion 35 of the actuator I! to a higher value, such as ten pounds per square inch. The control valve portion 35 of the actuator i2 accordingly operates in response to such pressure of ten pounds per square inch to cause fluid under pressure to be supplied from a supply pipe 44 to the pressure chamber 34a of the actuator piston. The supply pipe 44 is connected by a branch pipe 45 to the supply pipe 3|. The actuator piston 34b moves outwardly a certain amount corresponding to the pressure of fluid supplied to the control .valve portion 35. Such amount of movement of the piston stem 36 is effective to operate the throttle valve controlling the suppLv of steam to the forward direction turbine in a manner to supply steam insufflcient in amount to operate the turbine but suflieient to eil'ect a warmv ing up of the turbine.

As the controller handle lid is shifted out of the Forward Throttle Close position progres sively toward the Forward Full Throttle position, the controller II is operative to supp y fluidata correspondingly increased pressure to the the throttle actuators l2 and I3 under the control 1 forward throttle pipe 33 and thus to the control 7 valve portion 35 of the forward throttle actuator I2. The piston b 01 the actuator I2 is thus reaches the Forward Full Throttle positiomthe controller I I is operative to supply the maximum fluid pressure to the forward throttle pipe 33 and thus to the control valve portion 35 of the actuator I2. Accordingly, the actuator piston stem 36 is actuated a maximum amount in the left-hand direction out of its innermost position to effect full throttle valve opening and a consequent supply of the maximum amount of steam to the forward direction turbine to effect the maximum power thereof.

When the controller handle IIa is returned from the Forward Full Throttle position to the Forward Throttle Closed position the pressure of the fluid supplied to the forward throttle pipe 33 and thus to the control valve portion 35 of actuator I2 is progressively reduced in correspondence with the return movement of the controller handle. Restoration of the controller handle Ho Ila is in the Reverse Turbine Engaged position,

a the controller II is operative to supply fluid unto the Forward Turbine Engaged position causes restoration of the supply of fluid under pressure to the forward release pipe ll and the consequent supply of fluid under pressure to the chamber at the spring side of the actuator piston 34b and to the release insuring valve device which effects an independent release of fluid under pressure from the pressure chamber 34a of the actuator piston.

When it is desired to operate the locomotive in reverse direction, the controller handle Ila is shifted transversely in a left-hand direction through the transverse portion of the Z-slot 32 to approximately the mid-point thereof. Suitable mechanism, not shown, is provided for preventing further movement of the controller handle unless the driver wheels of the locomotive are completely stopped. Assuming that the driver wheels are completely stopped, the controller handle IIa can then be shifted-further in the left-hand direction to the Reverse Turbine Engaged position.

In this position of the controller handle Ila, the controller II is operative to cause engagement of the clutch device, not shown, for connecting the reverse direction turbine to drive the driver wheels.

While the controller handle IIa is still in the Reverse Turbine Engaged position, the controller I I is also operative to cause fluid under pressure to be supplied to a so-called reverse throttle pipe 46 at a pressure between 6 and 8 pounds per square inch, such fluid under pressure being supplied, directly or indirectly, under the control of the cut-out cook 23 in the manner hereinafter more fully explained, to a pipe 41 connected to the reverse throttle actuator l3. The pipe 41 corresponds in function to the pipe III of the forward throttle actuator l2 in that fluid under pressure is delivered therefrom to the control valve portion of the reverse throttle actuator I3 to effect operation of the actuator piston 34b in a manner similar to that previously described for a forward throttle actuator [2. As in the case of the forward throttle actuator, the pressure of six to eight pounds per square inch supplied to the control valve portion 35 of the reverse throttle actuator I3 is ineffective to cause operation of the actuator piston.

At the same time, while the controller handle der pressure from the supply pipe 3| to a socalled reverse release pipe 8, the'pressure in which is effective to shift the valve element of the double check valve 49 to cause flow of fluid under pressure fromrthe pipe 48 to a pipe 53 leading to and connected to the reverse throttle actuator I3. Thepipe corresponds to the pipe '43 for the'fo'rward throttle actuator l2 and functions to deliver fluid under pressure to the chamher at the spring side of the actuator piston 34b and to the release insuring valve device of the actuator I3 in a manner similar to that described when fluid under pressure is supplied to the pipe 43 for the forward throttle actuator I2.

In this connection, it should be understood that the supply of fluid under pressure to the reverse release pipe 48 is maintained while the controller handle Ila is in the Forward Throttle Control zone, thereby insuring against the operation of the reverse throttle actuator at such time. Conversely, it should be understood that the supply or fluid under pressure to the forward release pipe 4| is maintained for insuring against operation of the forward throttle actuator I2 while the controller handle IIa is operated in the reverse throttle control zone.

When the controller handle In; is shifted out of the Reverse Turbine Engaged position into the Reverse Throttle Closed position, fluid under pressure is vented from the reverse release pipe 48 to effect the corresponding conditioning of the reverse throttle actuator I3 in response to the supply of a substantially higher pressure of approximately ten pounds per square inch simultaneously effected to the reverse throttle pipe 45. As in the case of the Forward Throttle Closed position, the supply of fluid under pressure to the re verse throttle actuator control valve portion 35 while the controller handle Ila is in its Reverse Throttle Closed position is effective to cause fluid under pressure to be supplied at a corresponding pressure to the pressure chamber 34a of the actuator piston. The stem 36 of the piston 35!) of reverse throttle actuator I3 is accordingly shifted a certain amount in the left-hand direction to effect the supply of steam to the reverse direction turbine insuflicient in amount to effect operation thereof but sufllcient to effect warming up thereof.

when the controller handle IIa is shifted progressively from the Reverse Throttle Closed position towards the Reverse Full Throttle position, the controller II is operative to supply a progressively increasing pressure to the reverse throttle pipe 46 and thus to the control valve portion 35 of the reverse throttle actuator I3, the

maximum fluid pressure being supplied when the controller handle reaches the Reverse Full Throttle position. The piston 34b of actuator I3 is thus correspondingly shifted an increasing amount in 2 of the drawings in outline form only since reference may be had to the copending application, now Patent 2,447,710, of Joseph C. Mc- Cune and George K. Newell, the latter being the present applicant, filed April 29, 1944 and assigned to the assignee of the present application. Briefly, however, it comprises a suitable casing II having a plurality of attaching brackets 52 whereby the casing may be attached to a suitable portion of the locomotive structure. Rotatably mounted on a rotary spindle iournaled in the casing BI, is a fly-wheel which is driven in response to rotation of the spindle through a yielding connection which permits a rotary movement of the fly-wheel relative to the spindle in either a leading or a lagging direction substantially proportionally to the rate of deceleration and acceleration of the spindle. Whenever the rate of deceleration or acceleration of a wheel exceeds a certain value attained only when the wheel is slipping or spinning for example a rate of deceleration or acceleration which is the equivalent of ten miles per hour per second, the leading or lagging rotary movement of the flywheel with respectto the spindle is transmitted to effect operation of a so-called pilot valve device 53 contained within a removable end plate SI.

The spindle for driving the fly-wheel may be connected in any suitable manner for rotation in accordance with the rotation of a pair of driver wheels, as through a flexible shaft having a roller on the end thereof which engages the tread of the driver wheels in frictional contact. As will be explained more fully hereinafter, the pilot valve device 53 of the wheel slip controller I is effective when operated in response to the predetermined rate of deceleration or acceleration of the driver wheels to effect venting to atmosphere from a pipe 55, hereinafter designated the pilot valve pipe.

While I have disclosed a wheel slip controller of the type just described for detecting the slipping or spinning-condition, it should be understood that any other type of apparatus for detecting a wheel slip may be employed.

The throttle vent valve i is adapted to be operated in the manner more fully explained hereinafter under the control of the wheel slip controller I to effect a throttle closing operation of both the forward throttle actuator I 2 and the reverse throttle actuator it. whenever spinning of the locomotive driver wheels occurs, for the purpose of terminating the spinning condition automatically. Such control of the actuators l2 and I3 by the throttle vent valve I! may be out out of operation, if desired, by means of the cutcomprising an annular piston 59 having a tubular stem on which are formed at spaced intervals thereon a plurality of pistons GI, 62 and t3, the pistonli3 forming the closed end of the stem ll on the opposite extremity from the piston II.

10 The piston It operates in a suitable bushing ll suitably fixed in a bore formed in the casing and the pistons ll l2 and II operate in a bushing llsuitably secured in a counterbore formed in the casing. A spring" interposed between thecap section II and the closed end of the tubular stem ll urges the piston 03 downwardly to the normal position in which it is shown. In such position, a gasket secured in the outer face of the piston 02 seats on an annular rib seat 61 to close an exhaust port 08.

The bushing I5 is provided with foI' series of circumferentially arranged ports 0!, It, 'II and 12 respectively spaced longitudinally therealong at substantially equal intervals which ports open into annular chambers ll, 14, 15 and It respectively. surrounding the bushing 65.

In the normal position of the piston valve device It in which it i shown in Figure 2, an annular cavity 11 formed between the pistons 62 and 03 connects the two series of ports II and I2, thereby connecting the two annular chambers 'II and I In a similar manner, an annular cavity ll formed between pistons GI and 62 connects the two series of ports I! and It, thereby connecting the two annular chambers 12 and M.

Chamber II is constantly connected to atmosphere through an exhaust port 19. The chamber 14 is connected by a passage and pipe to the selector valve It. The chamber It is connected by a passage and pipe ll to the delivery port of a double check valve 02, fluid under pressure being supplied to the two input ports at opposite ends of check valve 82 alternatively from the forward throttle pipe I9 and from the reverse throttle pipe 4. reader the control of the cut-out cocks 22 and 23 respectively, in a manner more fully described hereinafter. The chamber 16 is connected by a passage and pipe 63 to the selector valve 20.

Chamber I. is also connected by a passage 84 to the inner seated area of a poppet type valve ll, hereinafter designated the pressure reduction valve. A spring 88 interposed between the valve I! and the upper contact face of the body casing section 56 tends to unseat the valve upwardly from a valve seat formed in the cap section 51. A diaphragm ll, clamped along the periphery thereof by a screw plug 8|, forms a closed chamber 89 surrounding the valve 85. A cup-shaped 0r piston type follower 9i, slidably operable in a bore formed in the screw plug 88 and biased downwardly by a spring Ol into engagement with theupper face of the diaphragm 81, causes the lower face of the diaphragm to engage the valve 85 to hold it normally in seated position in opposition to the spring 86.

The passage 8! opening out of the chamber II is connected by a branch passage 93, in which a choke fitting It is interposed, to a cavity 95 in the cap section 51 which opens into the piston chamber 96 above the annular piston 59. A branch passage 91 connects the passage 93 to the annular chamber 88 formed at the underside of the annular piston It and between the piston I! and the piston 8i. I

The piston chamber is connected through the cavity 95 and a pipe 9! to the transfer valve H which, as will hereinafter be explained, serves to connect the pipe 98 to the pilot valve pipe 55 leading to the wheel slip controller it while the brakes on the locomotive are released in response to the absence of pressure in the brake control pipe 28.

- afluted portion immediately adjacent thereto,

which stem I extends downwardly through the "piston chamber" in coaxial relation within the tubular stem 60 of the piston valve device It and terminates at a point having a predetermined spaced relation to a projecting lug or; pin ,IIM formed on the inner face of the piston 63. when the piston 59 is shifted upwardly, in the manner hereinafter to be described, the pin I04 engages the end of the stem I03 of the valve IN to effect unseating of the valve.

The chamber 89 at the lower side of the diaphragm 01 is connected by a passage I05 to the bore I00 above the valve IOI.

Byway of preliminary description of the operation of the throttle vent valve l5, let it be supposed that fluid under pressure is supplied to the pipe ii in response to the supply of fluid under pressure to the forward throttle pipe 39 or the reverse throttle pipe 46 under the control of By reason of the connection the controller Ii. between the annular chambers I5 and by cavity II, fluid under pressure is supplied to the pipe 83 and through the passage 04 to the inner seated area of the pressure reduction valve 85. At the same time, fluid under pressure flows through the branch passages 93 and 91 to the annular chamber 98 on the underside of the pieton 59 while also flowing at a somewhat restricted rate throughthe choke-fitting 94 and cavity 95 to the piston chamber 56. The spring 56 is of such strength as to maintain the piston valve device 58 in the position in which it is shown in Figure 2, by reason of the fact that insufiiclent (,difl'erential pressure is created on the piston 59 to eifect upward movement of the piston 59 in opposition to the spring 66.

Fluid under pressure is also supplied by way of s the pipe 98 and transfer valve I I to the pilot valve pipe 55 which is correspondingly charged to the pressure established in piston chamber 98. When Y the pressure of the fluid supplied to the inner seated area of the pressure reduction valve 85 exceeds a certain pressure, of the order of eighteen pounds per square inch, the force of the spring '92 is overcome and the valve is shifted slightly from its seat, whereupon the pressure of the fluid supplied to the chamber 89 on the underside of the diaphragm 01 is effective to urge the follower 9i positively upward to its uppermost position enabling the spring 85 to unseat the valve 05 to its fullest extent. The pressure of the fluid in the chamber 88 is also efiective through the passage I05 and bore I00 on the valve I 0| to assist the spring I02 in maintaining the valve seated in opposition to the pressure active on the inner seated area thereof in the piston chamber 96.

By reason of the connection of the piston chamber 50 to the pilot valve pipe 55 controlled by wheel slip controller I4 it will be seen that unseating of wheels of the locomotive will eiiect instantaneous the piston chamber It, the pressure in the chamber 00 will reduce at a much faster rate than the pressure in the chamber 00 on the underside of the piston 50. Consequently a sumcient differential force will be promptly created on the piston ll effective to shift it upwardly to its uppermost position engaging the contact face of the cap section 51 open to the chamber 96.

In such position of the piston valve device 58,

the piston 58 isshiited to a point above the ports 1!, thereby connecting the pipe 83 and the passage to atmosphere by -way of the exhaust port 00.

By reason of the fact that the valve 35 is unseated-as well as the valve II at this time, it will be seen that the pressure of the fluid in the chamber 88 will thereafter be reduced at a rapid rate past the valve IOI, through the passage I05 and chamber 09, past the valve 85, through 'the passage 0!, chamber I8, ports I2, and the exhaust port 08 imtil such time as the pressure of the fluid active in the chamber 83 on the lower face of the diaphragm 81 reduces to a value of approximately eighteen pounds per square inch, at which'time the spring 92 becomes effective to reseat the valve 05 and cut oil the further exhaust of fluid under pressure from the chamber 58 therepast.

Assuming that the pilot valve device 53 of the wheel slip controller I0 is closed in response to the termination of the spinning condition of the driver wheels of the locomotive prior, to the reseating of the valve 85, it will be seen that the chamber 98 will be promptly recharged by fluid under pressure supplied from the pipe and passage 8! through passage 93, the choke 94, and

cavity 95. Due to the slight time interval required to build up a sufficient pressure in the chamber 90 to cause movement of the piston valve device 58 downwardly to its normal position in which it is'shown in the drawing, the pressure in the pipe 08 will reduce further to a lower pressure, such as five pounds per square inch, be-

fore the piston 68 of the piston valve device 58 reseats on the annular rib seat 68 to cut off further exhaust of fluid under pressure from the pipe 83.

The brake vent valve I6 is of the type described in detail and claimed in Patent 2.366.044 of Joseph C. McCune assigned to the assignee of the present application. It is deemed unnecessary I therefore to show the details of brake vent va ve venting of fluid under pressure from the piston IS in the drawing or to describe it in detail, Essentially, however, the brake vent valve I6 is ouite similar in construction and operation to the throttle vent valve I5. just previously described. It comprises a piston valve device, similar to the piston valve device 58 of the throttle vent valve [5, and a piston chamber corresponding to the piston chamber 96 of throttle vent valve I5, which is connected by a pipe Bill to the transfer valve I'I, the transfer valve being adapted to connect the pipe I07 to the pilot valve pipe 55 in the manner presently to be described.

In the normal position of the piston valve device of the brake vent valve iii, the piston valve device establishes communication between a branch pipe I08 of the control pipe 28 and a pipe I09 leading to one side of a double check valve IIII, the delivery port of which is connected by a pipe III to the pressure chamber of the brake cylinder 26. With the control pipe 28 charged with fluid at a pressure determined by operation of the brake valve 21 in the manner hereinafter described, fluid under pressure is thus delivered to the brake cylinder 26 to effect application of the brakes on the driver wheels of the locomotive.

Whenever the pressure in the piston chamber of the piston valve device of the brake vent valve I3 is rapidly reduced by operation of the pilot valve device 53 of the wheel slip controller I4 under circumstances later to be described, the piston valve device is operated to cut off the supply of fluid under pressure from the pipe I03 to the pipe I09 and the brake cylinder 28 and, at the same time, establish an exhaust communication through which fluid under pressure is exhausted at a rapid rate from the brake cylinder by way of pipe I09 to atmosphere.

The brake vent valve I includes a, pressure reduction valve, corresponding to the valve 85' of the throttle vent valve I5, which is effective with a slide valve seat I20 in any suitable manner, as for example by supplying fluid at a relatively high pressure from the supply pipe 3i chamberlI24 in no way interferes with the moveto terminate the reduction of the pressure in the piston chamber of the piston valve device by way of the same exhaust communication that exhausts the pressure from the brake cylinder, whenever the pressure in the brake cylinder reduces to approximately eighteen pounds per square inch.

Assuming that the pilot valve device 53 of the wheel slip controller I4 is closed, reclosurerequired for the piston chamber of the piston valve device of the brake vent valve is to recharge by fluid supplied from the supply pipe I00, the pressure in the brake cylinder 26 will reduce to approximately five pounds per square inch before the supply communication to the brake cylinder is again established.

As previously indicated, the transfer valve I! is operative to selectively establish the connection of the pilot valve pipe 55 to either the pipe 99 leading to the throttle vent valve I5 or to the pipe I0'I leading to the brake vent valve I0. The transfer valve II comprises a suitable casing Ii2 generally cylindrical in form, openat both ends, and closed by end plates H3 and III removably attached thereto. Operative in suitable bores provided in the casing H2 is a piston assembly comprising three coaxially related pistons I I5, I I9 and Ill. The two pistons H3 and II! are ofthe same diameter and operate in corresponding bores H8 and H9 respectively. The piston H5 is larger in diameter than the pistons H3 and Ill and operates in a corresponding bore I20.

The two pistons H5 and H6 are preferably integrally formed with a connecting stem I 2i therebetween and a stem I22 extending to one side of the piston IIG to the end of which the piston II! is removably secured as by a nut engaging a screw-threaded end portion of the stem I22. The chamber formed between the pistons H5 and H6 is constantly open to atmosphere through a port I23.

Contained in the chamber formed between the two pistons H6 and ill, hereinafter designated the slide valve chamber I24, is a slide valve I25 which operates slidably on a slide valve seat I26 formed on the casing II2 between the two bores H8 and- H9. The slide valve I25 is locked in a recess I21 formed in the piston stem I22 50' as t be shifted in either direction in response to the movement of the piston assembly.

The slide valve I25 is pressed in sealing contact ment of the piston assembly.

The piston assembly is normally yieidingly urged in the left-hand direction to a normal position, in which it is shown in the drawing, wherein an annular rib formed on the outer face of the piston II5 seats in sealing contact on an annular gasket on the inner face of the end plate II3 by means of a coil spring I29 interposed between the outer face of the piston Ill and the inner face of the end plate H4.

The chamber I30 on the outer face of the piston I I5 within the sealing rib of the piston is constantly connected by a branch pipe I3I to the control pipe 28. So long as the control pipe 23 is uncharged as it is while the brakes are released, the piston assembly remains in the position in which it is shown. In this position of the piston assembly, a cavity I 32 in the slide valve I25 establishes a connection between two ports 99a and 55a in the slide valve seat I25, and thus between the pipes 99 and 55 respectively connected to the ports. Thus, so long as the control pipe 28 is uncharged, as it is while the brakes are rethe annular gasket in the end plate II3.

leased, the transfer valve I'I connects the pipe 99 from the throttle vent valve I5 to the pilot valve pipe 55 leading to the wheel slip controller I4, thereby rendering the throttle vent valve subject to the control of the wheel slip controller.

When the control pipe 28 is charged, as it is to initiate a brake application,'the fluid at a corresponding pressure active in chamber I30 on the outer face of the piston H5 exerts a force urging the piston assembly in the right-hand direction. When the pressure of the fluid in the chamber I30 exceeds a certain value, such as ten or fifteen pounds per square inch, the force on the piston II 5 is sufl'lcient to overcome spring I29 and effect unseating of the piston II5 from The fluid under pressure in the chamber I30 is thus the inner face of the end plate II4. Dashpot action of the piston I I1 is prevented by providing an atmospheric port I34 in the end plate II4.

In the right-hand position of the piston assembly just described, the cavity I32 in the slide valve is in such a position that the communication between the ports 55a and 99a is closed or cut off while the port 55a is connected by the cavity I 32 to a port I0Ia in the slide valve seat to which the pipe I01 from the brake vent valve as is connected. The slide valve I25 is thus sitioned to connect the pilot valve pipe 55 to the pipe I01 and the connected piston chamber of the brake vent valve I6, thereby enabling operation of the brake vent valve under the control of the wheel slip controller I4.

The selector valves 20 and 2| are provided for automatically rendering the throttle vent valve Both of the selector valves 25 and 2I are identical in construction and a description of one Each selector valve comwill 'suiiice roiboth. prises a suitable casing I35 generally cylindrical in form and having the two open ends thereof closed by end plates I31 and I35 respectively,.'

Contained in the casing I35 is a piston assembly comprising two pistons I30 and I40 of equal area, the pistons operating in coaxial bores I4! and I42 respectively locatedv at opposite ends of the casing I35. The two pistons are connected by a stem I43 with which one of the pistons, such as the piston I35, is integrally formed the other piston 'I40 being suitably secured to the end of the stem I43 opposite the piston I35, as by a screw-threaded connection, in the manner shown in Figure l.

Formed on the casing I35 between the pistons I35 and I40 is an annular shoulder I44 having a central bore I45 therethrough through which the piston stem I43 extends. It will be understood, therefore, that for purposes of assembly,

it is necessary that one of the pistons be removable from the stem I43.

Secured to each of the opposite faces of the angular shoulder I44 in concentric relation to the stem I43-is an annular gasket I45. The pistons I35 and I45 are severally provided with an annular rib I 41 adapted to seat alternatively on the corresponding gasket I45 in sealing contact, depending upon the direction in which the piston assembly is shifted, it being understood that the piston stem I43 is of such length that when one of the pistons is seated on the corresponding gasket seat I45 the other piston is unseated therefrom, and vice versa.

. Fluid under pressure may be supplied alternatively to the piston chambers I48 and I49, formed at the outer face of the pistons I33 and I40 of both selector valves 20 and 2 I, respectively, through pipes I50 and I5i under circumstances hereinafter more fully described. As shown, the chambers I45 of selector valves 20 and 2i are connected to pipe I50 by branch pipes I50a and I50b, respectively. Similarly, the chambers I49 of selector valves 20 and 2I are connected to pipe I5I by branch pipes I5Ia and I5ib, respectively.

Selector valve 20 is provided with a port or passage 33a, open to the bore I45 in the annular shoulder I44, to which the pipe 53 leading from the throttle vent valve I5 is connected. Selector valve 2I is provided with a similar port or passage 30a, to which the pipe 80 leading from throttle vent valve I5 is connected.

Opening into the bores I46 and I42 at a point between each of the pistons I 39 or I40 and the annular shoulder I45 are'ports I52 and I53, respectively. Connected to the port I52 of selector valve 20 is a pipe I54 leading to the cut-out cook 22. Connected to the port I53 of selector valve 20 isa pipe I55 leading to the cutout cook 23.

The port I52 of the selector valve 2I is connected by a pipe I55 to the end of the double check valve 42 opposite to that to which the forward release pipe H is connected. The port I53 of the selector valve 2I is connected by a pipe I5'I to the end of the double check valve 15 r 45 opposite to that to which the reverse release pipe 45 is connected.

The pipe I5Ia, connected to the piston chamber I43 of the selector valve 20, is also connected to one end of the double check valve 82. The pipe I500 is connected by a branch pipe I53 to the opposite end of the double check valve 82.

The cut-out cocks 22 and 23 are identical in construction, each having a casing in which a tapered bore is formed for receiving a tapered valve element I53 of the plug type. Sealing contact of the valve element I59 in the valve bore is maintained by coil spring I50 interposed between the wide end of the valve element and a screw plug I5I that closes the open end of the bore through which the valve element is inserted. An operating handle I52, fixed to the exteriorly projecting narrow end of the valve element is provided for turning the valve element into either of two positions in substantial quadrature relation to each other.

Each valve element I59 contains two through ports I53 and I54 that extend in substantially spaced parallel relation diametrically through the valve element. Each valve element I55 is also provided with a third port I55 extending at right angles to the ports I53 and I54 diametrically through the valve element.

A plurality of ports and passages opening into the tapered valve bore for cooperative registration with the ports I53, I54 and I55 are provided, which passages lead to corresponding ports opening at the exterior of the casing, to which the pipes 39, 40, I54 and I5I are respectively connected in the 'case of the cut-out cook 22, and to which the pipes 45, 41, I50 and I55 are respectively connected in the case of the cut-out cook 23.

With the handle I52 of the cut-out cook 22 in the position shown i Figure 1, port I53 establishes communication between the pipe 39 and the pipe I 5i and the p t I 54 establishes communication between the ipe I54 and the pipe 45.

When the handle I52 of the cut-out cock 22 is turned substantially degrees out oi! the position in which 'it is shown, the connections established by the ports I53 and I54 arecut oi! and the port I55 establishes a direct communication between the pipes 39 and 45.

Similarly, with the handle I52 oi the cut-out cock 23 in the position in which it is shown in Figure l, the port I53 connects pipe 45 to the pipe I50 and the port I54 connects the pipe I55 to the pipe 47.

When the handle I52 of the cut-out cock 23 is turned substantially 90 degrees out of the position in which it is shown, the connections established by the ports I53 and I54 are cut oil and the port I55 establishes a direct communication from the pipe 45 to the pipe 41'.

The cut-out cocks 22 and 23 are normally conditioned as shown in Figure l and are operated to positions in quadrature to that shown in Figure 1 only when it is desired to cut the throttle vent valve I5 out of operation and render it inefiective to control the operation of the forward throttle actuator I2 and the reverse throttle actuator I3 respectively.

The one-way or check valve 24 is connected in by-passing relation to the cut-out cock 22 in such a manner as to prevent the flow of fluid under pressure therethrough from the pipe- 39 to the pipe 40 while permitting rapid reverse flow of fluid therethrough from the pipe 40 to the pipe 35.

Similarly, theone-way or check va1ve 26 is connected in by-passing relation to the cut-out cock 23 so as to prevent the flow of, fluid'therethrough from the pipe 46 to pipe 41 while'permitting the rapid reverse flow of fluid therethrough from the pipe 41 to the pipe 46.

The brake and sanding-control valve I8 comis i wherein fluid under pressure is supplied from the pipe I60 or the pipe I6I to the pipe I99.

prises a sectionalized casing having a main secner that the two pistons Ill and I12 are connected by a relatively longstem I14 and the two pistons I12 and I13 are connected by a relatively short stem I15.

The piston I1I operates in a bore I16 formed in the end section I68. The piston I13 operates in a bore I11 formed in the end section I 89. The piston I12 operates in a bore I18 formed in the casing section I61 at the end adjacent the end section I69. g

A slide valve I19 is contained in the chamber I80 formed between the two pistons HI and I12 and is so interlocked in a recess I8I of the piston stem I14 as to be shifted slidably on a slide valve seat I82 in response. to movement of the piston assembly.

A coil spring I83 interposed between the outer face of the piston I13 and the end casing section I69 yieldin-gly urges the piston assembly in the left-hand direction to the position in which it is shown, determined by the engagement of the outer face of the piston ill with a boss I84 formed at the base of the bore I16 on the end casing section I68. A breather port I85 is provided in the end casing section I68 for preventing dashpot action of the piston I I I.

A graduating spring cage member I86, yieldingly biased by a coil spring I81 interposed between the member I86 and a screw plug I88, urges the member I86 normally into the chamber I89 formed at the outer face of the piston I13 to a position determined by the engagement of a peripheral flange at one end thereof with a stop shoulder .formed on the casing section I69.

Fluid under pressure is supplied to the slide valve chamber I80 for the purpose of shifting the piston assembly in the right-hand direction in opposition to the springs I83.and I81, which pres sure also serves to hold theslide valve I19 on its seat I82. 4

For the purpose of-supplying fluid under pressure to the slide valve chamber I80 the wall of the casing section I61 is provided with a port to which a pipe I90 leading from the delivery port of a double check valve I9I is connected. One end of the double check valve I9I is connected by a pipe I92 to the control pipe 28. The opposite end of the double check valve I9I is connected by a pipe I93 to the delivery port of a double check valve I94. Pipe II leading from the cut-out cock 22 is connected to one end of the double check valve I94. Pipe I50 leading from the cut-out cock 23 is connected to the opposite end of the double check valve I94.

The valve element of the double check valve I94 is shiftable in response to the supply of fluid under pressure to the pipe I50 or I5I to a position The valve element oi the double check 'valve I9I is shiitable in response to the pressure of fluid supplied to pipe I99 to a position in which fluid under pressure flows from the pipe I93 to' the pipe I90 and the slide valve. chamber I80 of the brake and sanding control valve I8. when fluid under pressure, is supplied from the control pipe 29 through the pipe I92 to the other end of the double check valve I9I, the valve element thereof is shifted to cut oil the connection between the pipe I93 and the pipe I90 and establish a connection through which fluid under pressure flows froin the pipe I92 to the pipe I90 and the connected slide valve chamber I80.

Chamber I89 at the' outer face of the piston I13 is connected by a branch pipe 55b to the pilot valve pipe 55 and is correspondingly charged with fluid under pressure whenever the pilot valve pipe 55 is charged.

The slide valve I19 is provided with a through port I95, and a cavity I96 having a port I91 connected thereto. Opening at the slide valve seat I82 are three ports I98, I99, and 200, the latter being an atmospheric exhaust port. 7

The port I98 is connected by a pipe 20I, in

which a manually operated normally open valve or cut-out cock 202 is interposed, to one end of a double check valve 203, the opposite end of which is connected to a supply pipe 204 through which fluid under pressure may be supplied under manual control of the engineer or operator of the locomotive. The deliveryport of the double check valve 203 is connected by a pipe 205 to the sanding valve I9.

The port I99 is connected by a passage 206 which opens through a, choke-fitting 201 into a.

chamber 208 formed between the two pistons I12 and I13. The chamber 208 is connected by a passage 209 to a port to which a pipe 2I0 leading to the end of the double check valve IIO opposite that to which the pipe I09 from the brake vent valve I6 is connected. A manually operated normally open valve or cut-out cock 2I I is interposed.

in the pipe 2 I 0.

Interposed between passages 206 and 209 is a one-way or check valve 2I2 of the ball type so arranged as to prevent the supply of fluid under pressure therepast from the passage 206 to the passage 209 and the connected chamber 208 while permitting rapid reverse flow of fluid under pressure therepast from the passage 209 and chamber 208 to the passage 206, as well as flow of fluid under pressure from the pipe 2I0 and also the brake cylinder 26 when connected to the' pipe 2 I0.

As will be explained more fully hereinafter, whenever propulsion of the locomotive is initiated, either in a forward or a reverse direction,

by operation of the controller II, or whenever a brake application is initiated by operation of the brake valve 21, fluid at substantially the same pressure is supplied simultaneously to the slide valve chamber I and the piston chamber I89 at the outer face of the piston I13. The force of the fluid pressure on the piston I13 exerted in the left-hand direction is larger than the differential force of the fluid pressure in the slide valve chamber I80 exerted on the two pistons HI and I12 in a right-hand direction. Consequently, the piston assembly remains stationary in the position in which it is shown unless and until the pressure in the pilot valve pipe 55 and the connected chamber I89 is suddenly and rapidly reduced by operation of the wheel slip controller.

Assuming a rapid reduction of the pressure in piston chamber I89, the differential fluid pressure force exerted on the pistons Ill and, I12 to urge the piston assembly in the right-hand direction promptly predominates over the fluid pressure force exerted in the left-hand direction on the piston I13 by the reducing pressure of the fluid in the Chamber I89 and, consequently, the piston assembly is moved in a right-hand direction until the piston I13 engages the end of the graduating spring cage I86. I

Upon the movement of the piston assembly in the right-hand direction out of the position in which it is shown, the port I98 is first uncovered by the left-hand end of the slide valve I19, thereby causing fluid under pressure to be supplied from the slide valve chamber I80 to the pipe 20I past the valve element of the check valve 203 which is automatically shifted to establish a connection from the pipe 20I to the pipe 205 and thence to the sanding valve I9, which is operated in response to such fluid pressure in the manner hereinafter to be described. A slight interval of time after the port I98 is uncovered, the piston I13 engages the end of the graduating spring cage member I86 and further movement of the piston assembly momentarily stop due to the add ed resistance of the spring I81. In this position of the slide valve I19, the through port I95 registers with the port I99 and fluid under pressure is accordingly supplied from the slide valve chamber I80 to the passage 208 and thence at a restricted rate through the choke fitting 201 to the chamber 208 and also to the pipe H9. The pressure of the fluid supplied to the pipe 2I0 ,acting on the valve element of the double check valve IIO shifts it to a position to establish communication between the pipe 2I0 and the pipe III leading to the brake cylinder 26 so that fluid under pressure is thus applied to the brake cylinder 28.

The choke-fitting 201'is so designed as to limit the build-up of the pressure in the pressure chamber of the brake cylinder 26 to approximately eight pounds per square inch, following which further build-up of pressure in the brake cylinder is cut off as a consequence of further movement of slide valve I19 in the right-hand direction. Such further movement of the slide valve occurs in response to the differential force of the fluid at eight pounds per square inch pressure exerted on the two pistons I12 and I13, which additional force is efiective to overcome the resisting force of the graduating spring I81 to cause further movement of the piston assembl in the right-hand direction to an extreme position determined by the engagement of the spring cage member I86 with the inner face of the screw plug I88. In the position to which the slide valve is so moved, the through port I95 is shifted out of registry with the port I99 to cut oif the further supply of fluid under pressure to the brake cylinder 26 and chamber 208.

Upon termination of the reduction of the pressure in the pilot valve pipe 55 and correspond ingly in the piston chamber I89 of the brak and sanding control valve I8 followed by the prompt recharging of the pilot valve pipe 55 and the chamber I89, springs I83 and I81 act to shift the piston assembly in the left-hand direction rapidly back to the normal position inwhich it is shown in Figure 2.

The slide valve I19 is correspondingly positioned to cause the ports I98 and I99 to be connected through the port I91 and cavity I96 in the slide valve to the exhaust port 209. Fluid under pressure is thus rapidly vented from the pipe 208 and the connected sanding valve I9 reversely past the double check valve 208, through the pipe 20I, port I91, cavity I96 and exhaust port 200. At the same time, fluid under-pressure is rapidly vented past the check valve 2I2 from the chamber 208 and the brake cylinder 26 to the passage 206 and thence to atmosphere through cavity I90 and the exhaust port 200.

As will be explained more fully hereinafter, upon the release of a brake application or upon the operation of the controller handle Ila to either the Forward Throttle Closed or Reverse Throttle Closed positions, fluid under pressure is simultaneously released from the slide valve chamber I80 and the piston chamber I89. Consequently, the piston assembly of the brake and sanding control valve I8 remains in its normal position, in which it is shown, at such time.

, an operating piston 2M and a pair of oppositely seating valves 2 I5 and 2 I 6 of the poppet type. The

two valves 2I5 and 2I6 are oppositely faced and adapted to engage each other in such a manner that a coil spring 2I1 active on the end of the fluted stem of the valve I26 is effective to urge the valves 2 I 5 and 2 I6 to seated and unseated positions respectively.

In its unseated position, valve 2I6 establishes communication therepast from a chamber 218, constantly charged with fluid under pressure from the supply pipe 3I through a pipe 2I9 and an air filter or strainer 220, to a chamber 22I and a sanding reservoir 222 connected to chamber MI by a pipe and passage 223, thus causing the sanding reservoir 222 to be charged to the pressure in the supply pipe 3 I.

When fluid under pressure is supplied to the pipe 205 it flows to a chamber 224 at the upper side of the operating piston 2I-I, the force of the fluid pressure exerted on the piston urging it downwardly into seating engagement on an annular gasket seat 225. At the same time, a contact pin 226 carried in the end of the piston stem 221 engages the end of the fluted stem of the valve 2I5 and shifts the valves 2I5 and 2 I6 downwardly into unseated and seated positions respectively. A coil spring 228 carried in the stem 221 of the piston 2I4 permits the contact pin 229 to yield upwardly and at the same time maintain a firm seating engagement of the valve 2I6 on its corresponding valve seat.

Valve 2I6 is effective, when seated, to cut off the supply of fluid under pressure to charge the sanding reservoir 222. Valve 2 I 5 is effective, when unseated, to establish communication from the chamber 22I and the connected sanding reservoir 222 to a chamber 229 to which conventional sand ers or sanding devices (not shown) are connected through a pipe and passage 230.

It will thus be seen that so long as sufllcient pressure is maintained in the piston chamber 224 to hold the valves 2 I 5 and 2 I6 in their respectively seated and unseatedpositions, fluid under pressure will be supplied from the sanding reservoir 222 through the pipe 230 to the sanders to effect sanding oi the track rails immediately in advance of the driver wheels of the locomotive. If the sanding reservoir pressure blows down completely before the piston 2 is allowed to re- .turn upwardly to its normal position, in which it is shown, the sanding operation will of course terminate notwithstanding the existence of fluid pressure in the piston chamber 224. If the pressurein the piston chamber 224 is vented'or substantially reduced to an extent suflicient to cause restoration of the valves 2 I 5 and 2 I 6 upwardly by action of the spring 2I'I to seated and unseated positions, respectively, before the sanding rese'rvoir pressure blows down completely, the sanding operation will be terminated at such time.

OPERATION (a) Propulsion With the cut-out cocks'22 and 23 positioned as shown in Figure 1 wherein the throttle vent valve I5 is eifective to control the operation of the forward throttle actuator I2 and the reverse throttle actuator I3, and with the brake valve 21 operated to its brake release position so that the pressure in the control pipe 28 is at atmospheric plied from the supply pipe 3| to the forward 1 throttle pipe 39. With the cut-out cock 22 in the position in which it is shown in Figure 1, the fluid under pressure accordingly flows from the pipe 39 by way of the port I63 in the plug valve element I59 to the pipe |5|, from which it is deliveredthrough the branch pipes I5Ia. and I5") to the piston chamber I49 of each of the selector valves 28 and 2|. The piston assemblies of the two selector valves 20 and 2| are thus shifted in the left-hand direction from the position in which they are shown to the position in which the annular rib I41 on each piston I48 engages the associated annular gasket I46 in seating engagement. 1

The pressure ofthe fluid in the branch pipe |5I a acts on the valve element of the double check valve 82 to shift it so as to establish a connection from the pipe I5|a to the pipe 8|, thereby causing-fluid under pressure to be supplied to the throttle vent valve I5. As previously described, with the throttle vent valve conditioned as it is shown in Figure 2 fluid under pressure is correspondingly supplied to the piston chamber 96 and, by way of the pipe 99 and'the cavity I32 in the slide valve I25 of the transfer valve I1, to the Decelostat pilot valve pipe 55. It will be understood that withthe control pipe 28 uncharged as it is while the brakes are released, the transfer valve I1 is effective to establish the connection between the pipe 99 and the pilot valve pipe 55.

The piston chamber I89 of the brake and sanding control valve is also charged with fluid under pressure from the pilot valve pipe 55 through the branch pipe 551).

As previously described, the annular cavity I1 between the pistons 62 and 63 of the piston valve device 58 of the throttle vent valve I5 is at the same time effective to connect the pipe 8| to the pipe 83 so that fluid under pressure is thus supthe unseated piston I39, through port I52, pipe I54, port I64 in the valve element I59 of the cutout cock 22, and the pipe 48 to the control valve portion 35 of the forward throttle actuator I2.

with the piston assembly of the selector valve tion in which the piston I48 is in seated engagement with its corresponding gasket seat I48 and the piston I39 is unseated, communication is established between'the pipe I58 and the pipe 88. Pipe is connected with the atmospheric exhaust port 19 through the annular cavity I8 between the pistons 6| and 62 of the piston valve device 58 of the throttle vent valve I5. It will thus be seen that no fluid pressure exists in pipe I56 on the valve element of the double check valve 42. Consequently no hindrance is offered to the free movement of the valve element of the double check valve 42 in response to the supply of fluid under pressure to the forward release pipe it should the controllerhandle Ila, for any reason, be restored to. the Forward Turbine Engaged position.

The pressure of the fluid supplied to the pipe I5| also acts on the valve element of the double check valve I94 to shift it to a position such that fluid under pressure is supplied therepast from the pipe |5| to the pipe I93. The pressure of the fluid supplied to the pipe I 93 acts similarly to shift the valve element of thedouble check valve |9| to a position in which the fluid under pressure flows therepast from the pipe I93 to the pipe I98 and the connected slide valve chamber I88 of the brake and sanding control valve I8.

It will be understood that the pressure of the fluid in the slide valve chamber I88 is being built up concurrently with the build-up pressure in the piston chamber I89 on the outer face of the piston I13. As previously indicated, therefore, the piston assembly of the brake and sanding control valve I8 remains in the position in which it is shown in Figure 2.

By reason of the suppl of fluid under pressure to the control valve portion 35 of the forward throttle actuator |2 in the manner just previously described, the piston 34b and its stem 36 are shifted in the left-hand direction to effect operation of the throttle valve or valves controlling the supply of steam to the forward direetionturbine to cause it to turn the driver wheels of the locomotive in a forward direction so that the locomotive is propelled forwardly. Obviously the engineer may shift the controller handle IIa to different positions in the forward throttle zone to provide the desired rate and smoothness of acceleration. After the locomotive has been accelerated to a desired speed, the engineer may also adjust the position of the controller handle I Ia in the forward throttle zone to cause desired operation of the throttle valve or valves to vary the speed of the locomotive.

Now let it be assumed that when the engineer operates the controller handle -||a beyond the Forward Throttle Closed position toward the Forward Full Throttle position, the propulsion torque exerted on the driver wheels of the locomotive is such as to exceed the adhesion between the driver wheels and the track rails, thereby causing spinning of the driver wheels. In such case, therefore, the pilot valve device 53 is operated instantly to effect a rapid reduction of the pressure in the pilot valve pipe 55, thereby efiecting a correspondingly rapid reduction of the pressure in the piston chamber 96 of the throttle vent valve I5 and in the piston chamber I89 of the brake and sanding control valve I8.

The piston valve device 58 of the throttle vent previously described to cause venting of fluid under pressure from the pipe 83 at a rapid rate 2| shifted in the left-hand direction to the posi- 1 through the exhaust port 88 and'at the same time to establish communication, through the annular cavity 11. between the pipe 8| and pipe 7 per square inch, suchas ior example flve pounds II. At the same time, the fluid under pressure is supplied from,the pipe I to the pipe 80, and thence through the selector valve 2| to the pipe II. where the pressure of the fluid is effective on the valve element of the double check valve 62 to shift it so as to establish a connection from the pipe lit to the pipe 43 leading to the forward throttle actuator 12. From previous description it will be recalled that fluid under pressure fromthe pipe 43 flows to the chamber on the spring side of the piston 34b in the piston portion 34 of the actuator 12, as well as to the release insuring valve device which effects the independent release of fluid under pressure from the pressure chamber 340.

As a result, therefore, the piston 34b of the actuator 12 (is promptly and rapidly restored to the position corresponding to that to which it would be restored if the controller handle Ila were restored to the Forward Turbine Engaged position, in which the throttle valve cuts of! the supply of steam to the forward direction turbine.

.Concurrently with the operation of the forward throttle actuator l2 to effect cut off of the sup ly of steam to the forward direction turbine as just described, the brake and sanding control valve It operates in response to the reduction of the pressure in the piston chamber I89 to eifect, sequentially, the supply of fluid under pressure to the sanding valve is and, at the limited pressure of approximately eight pounds per square inch, to the brake cylinder 26 in the manner previously described.

As a result of the cut off of steam to the forward direction turbine, the sanding of the rails, and the light brake application effected on the driver wheels as just described, the spinning of the driver wheels is promptly and rapidly terminated so as to prevent serious wear on the rails and tread surfaces of the driver wheels as well as the wastage of steam.

' When the spinning of the driver wheels of the locomotive is terminated and the pilot valve device 53 of the wheel slip controller I4 is consequently restored to its closed position terminating the reduction of the pressure in the pilot valve pipe 55, the throttle vent valve 15 and the brake and sanding control valve 3 are not necessarily restored instantly or promptly to their normal conditions unless the pressure reduction I3 and the connected control valve portion 35 of the forward throttle actuator l2 to continue for a slight interval of time so that the pressure in the control valve portion 35 actually reduces to some value lower than the eighteen pounds per square inch.

It will be apparent, therefore, that once operation of the throttle vent'valve Ill is initiated, the

reduction of the pressure in the control valve portion of theforward throttle actuator I2 continues automatically soas to insure thecomplete closure of the throttle valve controlling the supply of steam to the forward direction turbine.

Upon the restoration of the piston valve device 58 of the throttle vent valve l5'to the normal position thereof in which it p is shown in Figure 2 as just described the annular cavity 11 reestablishes communication through which fluid is supplied from pipe 8l/ to the pipe 83 and thence to the control valve portion 35 to restore the pressure 7 therein to that corresponding to the position of of the selector valves 20 and 2| in this connection,-

the controller handle Ho, and cavity 18 reestablishes communication between the pipe and the exhaust port 19 to effect the venting of fluid under pressure from the chamber on the spring side of the piston 34b of the actuator 12.

. Restoration of the pressure in the piston chamber I89 of the brake and sanding control valve in accordance with the restoration of the pressure in the pilot valve pipe 55 causes the piston assembly to be shifted promptly in a left-hand direction to the normal position thereof in which it is shown in Figure 2. Fluid under pressure is accordingly rapidly vented from the brake cylinder 26 past check valve 206 and through the exhaust port 200 to effect the release of the light brake application efiected on the spinning wheels. At the same time, fluid under pressure is similarly rapidly vented from the piston chamber 22l of.

between the response of the wheel slip controller H to the incipiency of the spinning condition and the closing of the throttle valve. For all practical purposes it may be said that the spinning condition is terminated almost instantaneously upon the occurrence thereof, so that serious wear of the tread surface on the driver wheels due to spinning is prevented.

The above operation of the throttle vent valve l5 has been described in connection with automatic throttle control for the forward direction of travel. However, the throttle vent valve I5 is operative in substantially the same manner to control the operation of the reverse throttle actuator in the event that spinning of the driver wheels occurs during propulsion or initiation of propulsion of the locomotive in the reverse direction. In order to explain more fully the function a brief description of the charging of the equipment will now be given for operation of the controller handle Ila in the reverse throttle zone.

Let it be assumed that the locomotive is stopped and that the controller handle I la has been shifted transversely from the Forward Turbine Engaged position to the Reverse Turbine Engaged position. As previously indicated, the reverse direction turbine is connected through a hydraulically controlled clutch, in the Reverse Turbine Engaged position of the controller handle Ha, to drive the driver wheels in a reverse direction. At

the same time, fluid at six to eight pounds per square inch is supplied through the reverse throttle' pipe 48 to the control valve portion 35 of the reverse throttle actuator I3 by way of the port I83 in the cut-out cock 23, pipe I50, branch pipe I50a, pipe I50, past the valve element of the double check valve 82 which is automatically shifted to establish a connection between the pipe I58 and the pipe 8|, thence by way of the pipe 9I,"cavity 11 of the piston valve device 58 of the throttle vent valve I5, pipe 83, past the unseated piston I40 of selector valve 20 which is unseated .in response to the fluid pressure in the pipe I50a active on the piston I39, pipe I55, port I94 of the cut-out cock 23 and pipe 41 to the control valve portion 35 of actuator I 3.

At the same time, fluid under pressure in pipe I50 is transmitted through the branch pipe I50b to act on the piston I39 of the selector Valve 2I to shift the piston assembly in the right-hand direction to the position in which it is shown in Figure 1 wheren the piston I40 is unseated. The end of the double check valve 49 opposite to that through which fluid underpressure is simultan-- eously being supplied under the control of the controller II through the reverse release pipe 49 is therefore connected to atmosphere to permit the fluid under pressure from the pipe 48 to be supplied to the pipe 50 and thence to the chamber on the spring side of the piston 34b of the reverse throttle actuator I3. It will be seen that the said end of the double check valve 49 is connected to verse throttle pipe 49 is correspondingly increased to effect a corresponding outward movement in the left-hand direction of the piston stem' 39 of the actuator I3. The throttle valve or-valves con trolling the supply of steam to the reverse direction turbine are thus opened to supply steam in an amount corresponding to the position of the controller handle, thereby causing the reverse direction turbine to exert a propulsion torque on the driver wheels of the locomotive tending to propel it ina reverse direction.

If spinning of the locomotive driver wheels occursin response to the supply of steam to the reverse direction turbine, the throttle vent valve I5 is operated in response to the reduction of the pressure of fluid in pilot valve pipe 55 by unseating of the pilot valve device 53 of the wheel slip controller I4 to effect venting of fluid under pressure from the control valve portion 35 of .reverse throttle actuator I3 through the pipe 83' and exhaust port 68 as 'well as to supply fluid under pressure from the pipe 8I to the pipe 80 leading past the double check valve 49 to the pipe 50 and thence to the chamber on the spring atmosphere by way of the pipe I51, past the unseated piston I of the selector valve 2|, port 80a, pipe 90, cavity I3 of the piston valve device 58 of the throttle vent valve I5, and atmospheric exhaust port I9.

At the same time, fluid under pressure in the pipe I shifts the valve element of the double check valve I94 to a position establishing a connection from the pipe I50 to the pipe I93 from which fluid under pressure flows past the valve element of the double check valve I9I and through pipe I90 to the slide valve chamber I80 of the brake and sanding control valve I8.

The piston chamber 99 of the throttle vent valve 7 the reverse throttle actuator I3 is increased to 4 ten pounds per square inch. At the same time, fluid under pressure is vented to atmosphere from the reverse release pipe 48 and the connected chamber on the spring side of the piston 34b of the actuator I3. As previously indicated, in this position of the controller handl 0,, the piston stem 36 of the reverse throttle actuator I3 is moved outwardly suflicien-tly to open the throttle valve or valves controlling the supply of steam to the reverse turbine sufllciently to supply steam for warming-up purposes but insuflicient in amount to cause operation of the turbine.

Assuming further that the controller handle Ila is now shifted to a position in the reverse throttle zone between the Reverse Throttle Closed position and the Reverse Full Throttle position, the pressure of the fluid supplied to the reside of the piston 34b of the actuator I3.

The reverse throttle actuator I3 is thus operated in response to operation of the throttle vent valve I5 to cause complete closure of the throttle valve or valves controlling the supply of steam to the reverse direction turbine.

At the same time, the brake and sanding control valve I8 is operated in response to the reduction of the pressure in the piston chamber I89 corresponding toth reductionof the pressure in the pilot valve pipe 55, to effect a light appli cation of the brakes on the spinning wheels and a sanding operation in the same manner previously described for operation of the controller handle Ila in the forward throttle zone.

Upon the reclosure of the pilot valves device 53 of the wheel slip controller I4 and the reclosing of the pressure reduction valve of throttle vent valve I5 in response to the reduction of the pressure in the chamber 89 thereof, the throttle vent valve is promptly restored to its normal condition in which the piston valve device 58 restores those communications, previously described, through which fiuid under pressure is supplied to the control valve portion 35 of the throttle actuator I3 and released from the chamher on the spring side of the piston 34b of the actuator I3.

It will be seen that the check valve 24 and 25 function to prevent the supply of fluid under pressure from the forward throttle pipe 39 to the control valveportion 35 of the forward throttle actuator I2 and from the reverse throttle pipe 46 to the control valve portion 35 of reverse throttle actuator I3, respectively, whenever the throttle vent valve I5 is operated to reduce the pressure in the control valve portion 35 of the two actuators. It will be apparent, moreover, that reduction of the pressure in the control valve portion 35 of the two actuators 2 and I3 by operation of the controller II remains at all times under the control of the engineer. Thus rapid and prompt reduction of the pressure in the control valve portions 35 of the two actuators I2 and I3 directly through the check valves 24 and 25 is assured independently of the charging communication to the control valve portions 35 controlled by the throttle vent valve I5.

If it is desired, for any reason, such as to repair certain of the devices providing the automatic control of the throttle actuators I2 and I3,

- such position of the valve element I59 of eacli' of the cut-out cocks 22 and 23 communication is established directly through the corresponding port, I65 from the forward throttle pipe 39 to the pipe 40 ,and from the reverse throttle pipe 46 to the pipe 47. In such case, therefore. th actuators I2 and I3 will be operated in the usual manner under the control of the controller I I as previously described. However, since the pipes I50, I 5|, I54 and I55 are closed at the corresponding cut-out cocks 22 and 23. it will be seen that no fluid under pressure will be supplied to the ipe 8I and consequently the piston chamber 98 of the throttle vent valve I5, the pilot valve pipe 55,

the operator or engineer then the handle of the brake valve 21 out of its normal brake release position into its application zone an amount corresponding to the desired degree of brake application.

a pressure corresponding to the position of the I brake valve handle in its application zone such the piston chamber IBQ and the slide valve charmher I 80 of the brake and sanding control valve It will remain uncharged. Thus should spinand sanding control valve to efiect only a lightbrake application and no sanding operation. the valve 202 may be closed manually to prevent the supply of fluid under pressure to the sanding valve I 9 upon the operation of the brake and sanding control valve. Conversely, if it is desired to cause only a sanding operation in response to operation of the brake and sanding control valve I3, the valve 2II interposed in the pipe 2l0 through which fluid under pressure supplied to the brake cylinder 23 may be closed to prevent the supply of fluid under pressure to the brake cylinder.

If it is desired for any reason to eliminate both functions of the brake and sanding control valve I8, then both valves 202 and :ZI I may be closed.

If the engineer desires to effect a sanding operation at any time either upon starting or during a brake application effected in the manner hereinafter to be described. he may do so by operating a suitable device to cause fluid under pressure to he supplied to the pipe 205. For exam le, the well-known bail-operated sanding valve responsive to downwardly applied pressure on the brake valve handle may be employed for this purpose. Fluid pressure so supplied acts to sh t the valve element of the double check va ve 203 to its on nosite position wherein communication is e tablished from the pipe 206 to the p pe 2 5. whence the fluid under pressure flows to the piston chamher 224 of the sanding valve It.

(2)) Brake operation Now let it be supposed that while the locomot ve is traveling along the road under propulsion power the operator or en ineer desires to initiate a brake application to bring the locomotive or train to a stop. To do so, he first restores the controller handle IIa from the position in the forard throttle zone or reverse throttle zone to the Forward Turbine Engaged or Reverse Turbine Engaged position, depending upon the operating acne in which the controller handle happens to be. The corresponding throttle actuator I2 or I3 is accordingly operated to close the throttle valve or valves controlling the supply of steam to the forward direction turbine or to the reverse direction turbine.

Following such operation of the controller II,

as, for example, fifty pounds per square inch. Upon the charging of the control pipe 28 as just described, the corresponding fluid pressure estab.- lished in the piston chamber I30 of the transfer valve Il acts on the piston I I 5 to shift the piston assembly in the righthand direction to the position in which the cavity I32 of slide valve I25 connects the pilot valve pipe 55 to the pipe Iii? leading to the brake vent valve I5 and cuts oil the connection between the pilot valve pipe 55 and pipe 99 leading to the throttle vent valve IS.

At the same time, the slide valve chamber I813 of the brake and sanding control valve I3 is charged with fluid under pressure from the control pipe 28 by way of the branch pipe I92, double checkvalve IKII and pipe I9Ii. By reason of the fact that the piston chamber I89 of the brake and sending control valve It is being simultaneously built-up in accordance with the buildup of pressure in the pilot valve pipe 55 through the communication extending from the control pipe 28 by way of the branch pipe I I38, brake vent valve I6, pipe I07, and cavity I 32 in the slide valve I25 of the transfer valve I I, it will be seen that the piston assembly of the brake and sanding control valve I 8 remains in the normal position in which it is shown.

Fluid underpressure flows from the control pipe 28 by way of the pipe I08 and the normal communication established through the brake vent valve I6 to the pipe I09, past the double check valve I I0, and pipe I I I to the brake cylinder 26 so that the pressure established in the brake cylinder corresponds to that established in the control pipe 28. The brakes are accordingly applied on the driver Wheels of the locomotive to a degree corresponding to .the pressure established in the control pipe 28.

So long as the degree of the brake application exerted on the driver wheels oi. the locomotive is ineficctive to cause a slipping of the driver Wheels, no variation in the pressure of the fluid in the brake cylinder 26 occurs except in response to variation of the pressure in the control pipe 28 under the control of the engineer.

If, however, due to the brake application effected on the driver wheels of the locomotive, a slipping condition thereof is induced, the pilot valve device 53 of the wheel slip controller I I is unseated to eifect a rapid reduction of the pressure in the pilot valve pipe 55. The brake vent valve I8 is accordingly promptly operated to cut off the supply of fluid under pressure from the control pipe 28 to the brake cylinder 26 and to establish a communication through which fiuid under pressure is rapidly vented from the brake cylinder 26 through the pipe I09 and an exhaust port at the vent valve. The slipping wheels promptly cease to decelerate and accelerate back to a speed corresponding to locomotive speed due to the reduction in brake cylinder pressure effected as just described. This reduction of the pressure in the brake cylinder 26 continues automatically, notwithstanding the reseating or reclosing of the pilot valve device 53 of the wheel slip controller H at the time the slipping wheels are restored. Substantially to locomotive speed,

The control pipe '28 is accordingly charged to I the communication through which fluid-under pressure is again supplied from the control pipe 28 to the brake cylinder to.eflect reapplication of the brakes on the driver wheels of the locomotive.

Should the driver wheels oi. the locomotive again begin to slip upon reapplication of the brakes, the pilot valve device 53 is again unseated to eil'ect a rapid reduction of the pressure in the pilot valve pipe 55 and a consequent operation of the brake vent valve 16 to reduce the degree of brake application to a low value and then restore the brake application to a degree corresponding to the pressure established in the control pipe 28. I

At no time, therefore, are the whees pe mitted to become locked and slide.

It will be apparent that at the same time that the brake vent valve I8 is operated to reduce the degree of application of the brakes in response to the operation of the wheel slip controller M, the brake and sanding control valve i8 is also operated in response to the reduction of the pressure in the piston chamber I89 thereof in correspondence with the reduction of the pressure in the pilot valve pipe 55 to cause-fluid under pressure to be supplied from the slide valve chamber ISO to the piston chamber 224 of the sanding valve l9. Thus sanding of the rails is efiected concurrently with the reduction of pressure in the brake cylinder to assist in terminating the slipping condition of the driver wheels.

When the brake and sanding control valve is restored to its normal condition in response to the recharging of the piston chamber I89 thereof in correspondence with the recharging of the pilot valve pipe following reclosure oi the pilot valve device 53 of the wheel slip controller it, fluidunder pressure isvented from the piston chamber 22% of the sanding valve it through the exhaust port 2% of the brake and sanding control valve 98 to thereby efi'ect termination of the sanding. Automatic sanding occurs, therefore, substantially only while the wheels are in a slipping condition.

It will be apparent that the supply of fluid under pressure to the pipe 2m leading to the double check valve Mil effected by the brake and sanding control valve i 8 is, in this instance, without eflect for the reason that the h gher pressure supplied from the control pipe 28 by way of the brake vent valve it maintains the valve element of the double check valve i it seated a ainst the lower pressure of six to eight pounds per square inch supplied into the pipe M0 by the brake and sanding control valve l8.

When the locomotive or train comes to a stop in response to the brake application effected as just described, the brakes remain applied according to the pressure established in the brake cylinder 28 in correspondence with the pressure of the fluid established in the control pipe 28.

It will be apparent that the engineer may re-" claim as new and desire to said brake control means.

- 30 after the locomotive or train has come to a stop, the engineer may increase the pressure in the control pipe I! to eilect a corresponding increase in the degree of brake application, if desired for any reason, such as to insure holding the locomotive and train against creepage on a grade.

When the engineer again desires to start the locomotive or train, he will of course first release the brakes by restoring the brake valve handle to its normal or brake release position to reduce the, pressure in the control pipe 20 to its normal or atmospheric pressure. The fluid under pressure in the brake cylinder It will thus be vented to atmosphere by how back through the brake vent valve II to the control pipe 28 and thence to atmosphere through the exhaust port or the brake valve 21.

Having now described my invention, what I secure by letters Patent, is:

1. Apparatus for controlling the 'slipping'condition of vehicle wheels caused by excessive propulsion power or excessive braking power applied thereto, said apparatus comprising brake control means operative to eflect a reduction in the degree of a brake application ei'lective on the said vehicle wheels, propulsion power. control means operative to efl'ect a reduction in the propulsion power applied to the said vehicle wheels, means operatively responsive to slipping of the said vehicle wheels during propulsion and during a brake application, and means automatically and differently conditioned dependent upon a brake application being or not being in efiect for rendering the said wheel slip responsive means operative to control only the brake control means during a brake application and operative to control only the propulsion power control means during propulsion while no brake application is in eflect.

2. Apparatus for controlling the slipping condition of the wheels of a vehicle of the type hav= ing means under the control of the operator of the vehicle for effecting a brake application on the said wheels and for controlling the application of propulsion power to the said wheels, said apparatus comprising the combination of brake control means operative to efl'ect a reduction in the degree of a brake application active on the said wheels of the vehicle, propulsion power control means operative toefiect a reduction in the degree of propulsion power applied to the said wheels, means operatively responsive to the slipping of the said wheels of the vehicle during a brake application and during propulsion, and means normally conditioned to cause said slip responsive means to control only the propulsion power control means and automatically conditioned in response to the initiation of a brake application under the control of the operator for causing said slip responsive means to control only 3. Apparatus for controlling the slipping condition of vehicle wheels during propulsion and during a brake application, said apparatus comprising propulsion power control means operative to cut oil. and reapply propulsion power to the said vehicle wheels, brake controlmeans operative to eifect a reduction in the degree of a brake application active on said vehicle wheels and a subsequent increase in the degree of the brake application, identical means operatively responsive to the spinning of said vehicle wheels during propulsion and operatively responsive to the slipping of the said vehicle wheels during a identical means automatically so as to cause said identical means to be efl'ective to control only the power control .means during propulsion and only the brake control means during a brake application. a

4. Apparatus for cpntrolling the spinning conditionof vehicle wheels induced by excessive propulsion power applied thereto, said apparatus comprising means operative at a time that propulsion power is being applied to the said wheels of the vehicle for effecting cessation of application of propulsion power to the said wheels, brake control means operative to effect anapplication of braking power to the said wheels, and means operatively responsive to the spinning of the said wheels during propulsion for effecting concurrent operation of said propulsion power control means and said brake control means.

' 5. Apparatus for controlling the spinning condition of vehicle wheels induced by excessive propulsion power applied thereto, said apparatus comprising means operative at a time that propulsion power is being applied to the wheels of the vehicle for effecting cessation of application of propulsion power to the wheels, brake and sanding control means operative to effect a sanding operation and an application of braking power to the said wheels, and means operatively responsive to the spinning of the said wheels during propulsion for effecting concurrent operation of said propulsion power control means and said brake and sanding control means.

6. Apparatus for controlling the spinning of the driver wheels of a locomotive, said apparatus comprising the combination of a manually operated controller having a forward throttle zone and a reverse throttle zone, a forward throttle actuator operative according to the pressure of fluid supplied thereto under the control of said controller while in the forward throttle zone to effect application of a corresponding degree of propulsion power to the driver wheels of the locomotive, a reverse throttle actuator operative according to the pressure of fluid supplied thereto under the control of said controller while in the reverse throttle zone for effecting application of a corresponding degree of propulsion power to the driver wheels of the locomotive, throttle vent valve means operative to effect a reduction of the pressure of fluid supplied to the: one or the other of said actuators to cause a reduction in the degree of application of propulsion power to the driver wheels, selector valve means conditioned automatically depending upon operation of said controller in the forward throttle zone or the reverse throttle zone for rendering said throttle vent valve means effective to selectively reduce the pressure of fluid supplied to said forward throttle actuator or said reverse throttle actuator, and means operatively responsive to the spinning to under the controlof said" controller while in the reverse throttle zone for effecting application of a corresponding degree of propulsion power to the said driver wheels of the locomotive, throttle vent valve means operative to efiect a reduction of the pressure of fluid supplied to the one or the other of said actuators to cause a reduction in the degrees of application of propulsion power to the driver wheels, selector valve means conditioned automatically depending upon operation of said controller in the forward throttle zone or the reverse throttle zone for rendering said throttle vent valve means effective to selectively reduce the pressure of fluid supplied to said forward throttle actuator or said reverse throttle actuator, brake control means operative to effect a brake application on the said driver wheels of the locomotive, and means operatively responsive to the spinning of the said driver wheels during propulsion in either the forward or the reverse direction for effecting the concurrent operation of the throttle vent valve means and of the brake control means 8. Apparatus for controlling the slipping of the driver wheels of a locomotive, said apparatus comprising the combination of an actuator operative under the control of the operator to control the application of propulsion power to the said driver wheels, throttle control means operative to cause operation of said actuator to cut oil the application of propulsion power to the said driver wheels and then reapply propulsion power to the said driver wheels, brake control means operative during a brake application to effect a reduction in the degree of a brake application active on the said driver wheels and a subsequent increase in the degree of application of the brakes active on the said driver wheels, means operatively responsive to the slipping of the said driver wheels during propulsion and during a brake application, a normally uncharged pipe chargeable with fluid under pressure only when a brake application is effected, and transfer valve means normally effective to render ,the said slip-responsive means effective to cause operation of said throttle control means and conditioned automatically in response to charging of said pipe for rendering the said slip-responsive means effective to cause operation of said brake control means.

9. Apparatus for controlling the slipping of the driver wheels of a locomotive, said apparatus comprising the combination of an actuator operative under the control of the operator :to control the of the driver wheels during propulsion for effectapplication of propulsion power to the driver wheels, throttle control means operative to cause operation of said actuator to cut off the application of propulsion power to the driver wheels and then reapply propulsion power to the wheels, brake control means operative during a brake application to effect a reduction in the degree of application of the brakes active on the driver wheels and a subsequent increase in the degree of application of the brakes active on the drivel wheels, means operatively responsive to the slipping of the driver wheels during propulsion and during a brake application, a normally uncharged pipe chargeable with fluid under pressure only when an application of the brakes is eflfected, transfer valve means normally effective to render the said slip-responsive means effective to cause operation of said throttle control means and conditioned automatically in response to charging of said pipe for rendering the said slip-responsive means efiective to cause operation of said brake control means, and sanding control means operresponsive means during propulsion or during a brake application to efiect a sanding operation.

10. Apparatus for controlling the spinning of wheels of a vehicle on which a brake application may be effected, said apparatus comprising the combination of propulsion power control means operative under the control of the operator of the vehicle for efiecting application of propulsion power, to wheels of the vehicle, means automatically operative during propulsion of the vehicle in response to the occurrence of the spinning condition of the wheels for causing operation of said propulsion power control means to effect a reduction in the degree of application of propulsion power to the ,wheels and a subsequent reapplication of propulsion power to the wheels, and means operative in response to initiation of a brake application for rendering said automatically operative means ineflective to control said propulsion power control means.

11. Apparatus for controlling the spinning of wheels of a vehicle, said apparatus comprising forward propulsion power control means operative under the control of the operator of the vehicle for causin application of propulsion power to the wheels of the vehicle to drive the vehicle in a forward direction, reverse propulsion power control means operative under the control of the operator of the vehicle to cause application of propulsion power to the wheels to drive the vehicle in a reverse direction, means operatively reduction of the pressure of fluidfsupplied to said actuator and the resupply oi fluid under pressure thereto wherebyto cause operation of said actuator to reduce the propulsion power applied to the operatively responsive to the spining of the driver responsive to the spinning of the wheels of the responsive means inefiective to control both of said propulsion power control means.

12. Apparatus for controlling the spinning of the driver wheels of a locomotive of the type having a manually operated throttle controller and a throttle actuator operatively responsive according to the pressure of fluid supplied thereto under the control of said controller to effect a corresponding application of propulsion power to the driver wheels of the locomotive, said apparatus comprising means providing a communication through which fluid under pressure may be supplied to said throttle actuator under the control of said controller, throttle vent valve means interposed in said communication and normally permitting'flow of fluid under pressure through the communication to said actuator and opera tlve to close said communication and establish an exhaust communication through which fluid under pressure is vented from said actuator, and

driver wheels of the locomotive, said apparatus comprising throttle vent valve means adapted upon operation thereof to efiect sequentially a wheels during propulsion for effecting operation of said throttle vent valve means.

14. Apparatus for controlling the slipping of the driver wheels of a locomotive, said apparatus comprising the combination with a throttle actuator including a piston device operatively responsive according to the pressure of fluid supplied to one side thereof to effect a corresponding application of propulsion power to the driver wheels of the locomotive and adapted to have fluid under pressure supplied to the opp site side thereof to positively restore the piston device to a position terminating the application of propulsion power to the driver wheels and a throttle controller having a certain position in which it causes fluid under pressure to be supplied to the said other side of the piston device and to be released'from said one side thereof, said controller being operative out of said certain position in a throttle control zone to cause the release of fluid under pressure from said other side of the piston device and the supply of fluid at different pressures to the said one side of the piston device, of throttle vent valve means operative to cause a reduction of the fluid pressure supplied to the said one side of the piston device and to cause the supply of fluid under pressure to the said other side of the piston device thereby to cause termination of the application of propulsion power to the driver wheels notwithstanding that the said controller is in a position calling for the application of propulsion power to the driver wheels, and means operatively responsive to the slipping of the driver wheels during propulsion for effecting operation or said throttle vent valve means.

15. Apparatus for controlling the slipping of the driver wheels of a locomotive, said apparatus comprising the combination with a throttle actuator including a piston. deviceoperatively responsive according to the pressure of fluid supplied to one side thereof to efiect a corresponding application of propulsion power to the driver wheels of the locomotive and adapted to have fluid under pressure supplied to the opposite side thereof to positively restore the piston device to a position terminating the application of propulsion power to the driver wheels and a throttle controller having a certain position in which it causes fluid under pressure to be supplied to the said other side of the piston device and to be released from said one side thereof, said controller being operative out of said certain position in a throttle control zone to cause the release of fluid under pressure from said other side of the piston device and the supply of fluid at difierent pressures'to the said one side or the piston device, of throttle vent valve means having a normal position establishing communication through which fluid under pressure is supplied under the control of said controller to said actuator to effect the supply of fluid under pressure to said one side of the piston device and operative to a different position in dition' of the driver wheels during propulsion forv eflecting operation of said throttle vent valve means.

16. Apparatus for controlling the slipping of the driver wheels of a locomotive, said apparatus comprising the combination with a throttle actuator including a piston device operatively responsive according to the pressure of fluid supplied to one side thereof to effect a correspond-, ing application of propulsion power to the driver wheels of the locomotive and adapted to have fluid under pressure supplied to the opposite side thereof to positively restore the piston device to a position terminating the application 01' propulsion power to the driver wheels and a throttle controller having a certain position in which it causes fluid under pressure to be supplied to the said other side of the piston device and to be released from said one side thereof, said controller being operative out of said certain position in a throttle control zone to cause the release of fluid under pressure from said other side of the piston device and the supply of fluid at different pressures to the said one side of the piston device, of throttle vent valve means operative in response to a predetermined reduction of control fluid pressure to effect the reduction of the pressure ot the fluid supplied to the said one side of the piston device to a certain value while at the same time causing fluid under pressure to be supplied to the said other side of the piston device, said throttle vent valve means being automatically restored to its normal position causing fluid under pressure to be resupplied to the said one side of the piston device under the control of the said controller and causing venting of fluid under pressure from the said other side of the piston device, and means operatively responsive to the slipping of the driver wheels of the locomotive during propulsion for effecting said predetermined reduction of control fluid pressure for the throttle vent valve means to cause operation thereof.

17. Apparatus for controlling the slipping of the driver wheels of a locomotive, said apparatus comprising the combination with a throttle actuator including apiston device operatively responsive according to the pressure of fluid supplied to one side thereof to effect a. corresponding application of propulsion power to the driver wheels of vthe locomotive and adapted to have fluid under pressure supplied to the opposite side thereof to positively restore the piston device to a. position terminatin the application of propulsion power. to the said driver wheels and a throttle controller having a certain position in which it causes fluid under pressure to be supplied to the said other side of the piston device and to be released from said one side thereof, said controller being operative out of said certain position in a throttle control zone to cause the release or fluid under pressure from said other side of the piston device and the supply of fluid at different pressures to the said one side of the piston device, of throttle vent valve means operative to cause a reduction of the fluid pressure supplied to the said one side of the piston device and to cause the supply of fluid i 36 piston device thereby to cause, termination of the application of propulsion power to the said driver wheels notwithstanding that the said controller is in a position calling for the application of propulsion power to the said driver wheels, brake control means operative to eiiect a brake application on the said driver (Wheels of the locomotive, and means operatively responsive to the slipping of the said driver wheels during propulsion for effecting concurrent operation of said throttle vent valve means and said brake control means.

18; Apparatus for controlling the slipping of the driver wheels of a locomotive, said apparatus comprising the combination with a throttle actuator including a piston device operativeiy responsive according to the pressure of fluid supplied to one side thereof to eiiect corresponding application of propulsion power to the driver wheels of the locomotive and adapted to have fluid under pressure supplied to the opposite side thereof to positively restore the piston device to a. position terminating the application of propulsion power to the driver wheels and a throttle controller having'a certain position in which it causes fluid under pressure to be supplied to the said other side of the piston device and to he released from said one side thereof, said controller being operative out of said certain position in a throttle control zone to cause the release of fluid under pressure from said other side of the piston device and the supply of fluid at difierent pressures to the said one side of the piston device. of throttle vent valve means operative to cause a reduction of the fluid pressure supplied to the said one side of the piston device and to cause the supply of fluid under pressure to the said other side of the piston device thereby to cause termination of the application of propulsion power to the driver wheels notwithstanding that the said controller is in a position calling for the application of propulsion power to the driver wheels, sanding control means operative to effeet a sandin operation, and means responsive to the slipping of the driver wheels during propulsion for eflecting concurrent operation of said throttle vent valve means and said sanding control means.

19. Apparatus for controlling the slipping of driver wheels of a locomotive, said apparatus comprising the combination with a throttle actuator including a piston device operatively responsive according to the pressure of fluid supplied to one side thereof to efiect a, corresponding application of propulsion power to the driver wheels of the locomotive and adapted [0 have fluid under pressure supplied to the opposite side thereof to positively restore the piston device to a position terminating the application of propulsion power to the driver wheels and a throttle controller having a certain position in which it causes fluid under pressure to be supplied to the said other side of the piston device and to be released from said one side thereof, said controller being operative out of said certain position in a throttle control zone to cause the release of fluid under pressure from said other side of the piston device and the supply of fluid at difierent pressures to the said one side of the piston device, of throttle vent valve means operative to cause a reduction of the fluid pressure supplied to the said one side of the piston device and to cause the supply of fluid under pressure to the said other side of the piston device thereby to cause termination of the 

